Side door frame



M. H. MARTIN SIDE DOOR FRAME Feb. 13, 1934.

Filed Nov.

ll-rm [s s-DJ gmw/wbo/c Mark I7. Mar/fr? Patented Feb. 13, 1934 UNITED STATES SIDE DOOR FRAME Mark H. Martin, Birdsboro, Pa, assignor to Birdsboro Steel Foundry and Machine Company, Birdsboro, Pa., sylvania a corporation of Penn- Applicati on November 19, 1928 Serial No. 320,394

6 Claims.

My invention relates to side door frames for railway cars.

The principal object of my invention is to devise a door frame for bordering the door opening of a railway car, and more particularly the side door opening, which is arranged for a simple and effective assembly to the principal structure of the car, substantially immobilizing the margin of the opening and preventing the transmission of racking strains to the doors.

A further object is to devise a metal frame of the character described which is particularly adapted for use with refrigerator cars and which comprises a mode of construction that prevents the conduction of heat or cold into or out of the interior of the car through the medium of the frame.

A further object is the devising of a door frame in the form of a one piece casting which provides a strong, rigid and unitary construction around the door opening, facilitating its attachment to the main structure of the car and the fitting and assembly of the doors to the frames.

My improved frame is more particularly intended as a marginal enclosure for an opening utilizing swinging doors and comprises a one piece casting having portions for attachment to the under and upper frames of a car. By reason of its rigid, unitary structure, a frame of this type is completely free from warping or any tendency to a change in shape and effectually resists the transmission of undue strains to the doors. The door opening accordingly retains its correct contour and therefore permits a free swinging of 35 the doors as originally fitted over a longer period of time than now obtains in the art. Hinge lugs are cast integral with the frame and provision is made for attachment to the latter of the standard form of door locks. This construction per- 40 mits the fitting and securing of the doors and locks to the frame before incorporation of the latter into the main car structure, thereby considerably simplifying and facilitating the handling of these doors which are relatively heavy.

If used in connection with refrigerator cars, the frame is shaped and proportioned to keep all portions thereof sufficiently distant from the interior of the car to prevent the conduction of heat or cold thereto or therefrom. In addition, the customary packing employed in sealing the edges of the doors may be utilized without change.

Other objects and features of the invention will appear and be described in the following specification, reference being had to the accompanying drawing, and the novel means by which said objects are effectuated will be definitely pointed out in the claims.

In the drawing:

Fig. 1 is an elevation in side view of a portion of a'refrigerator car showing my improved frame applied thereto.

Figs. 2 and 3 are sections along the lines 2-2 and 33, respectively, in Fig. 1, looking in the direction of the arrows.

Fig. 4 is an enlarged section of the lower portion of the frame as viewed in Fig. 2.

Fig. 5 is an isometric view of the frame on a reduced scale.

Fig. 6 is a section of the frame as viewed in Figs. 2 and 4, but showing a modified arrangement of the threshold.

The numeral 10 represents my improved frame generally which is in the form of a one piece casting. It comprises the spaced vertical legs 1l1l which are joined at the top by an attaching flange 12 having holes 13 whereby said flange is secured to the roof stringer 14, or upper sill, by appropriate bolts. The lower ends of said legs are connected by a member 15, the latter together with the legs 11 and flange 12 forming a marginal plate structure which defines a door opening 16 of substantially rectangular shape. A pair of doors 1'7 of the usual type are mounted in the opening 16 through the medium of hinges 18 which are pivoted on hinge lugs 19 cast integral with the frame.

Extending inwardly from the marginal plate structure of the frame, as viewed in Fig. 2, is a continuous integral flange 20 which is spaced from the outermost edges of said plate. The upper member of said flange forms a ledge 21 which engages with the under side of the stringer 14, while the vertical portions of the flange 20 constitute stiffening ribs, or flanges, 22. Disposed slightly below the ledge 21 and bridged between the ribs 22' is a flange 23, which forms with the adjacent portion of the flange 12 a pocket 24 for the reception of a wooden lintel strip 25 along the upper edge of the door opening. The lintel 25 may be secured to the attaching flange 12 by bolts 26 and between the ledge 21 and flange 23 strengthening ribs 42 may be provided.

The vertical flanges 22 form with the inner adjacent portions of the legs 11 pockets 27 which are adapted for the reception of wooden door posts 28 that are secured in position by bolts 29 which extend through said flanges. As shown clearly in Fig. 3, the flanges 22 terminate within the thickness of the doors and form a dead air space 30 with the inner sheathing of the latter, thus preventing any exposure of this portion of the frame to theinterio-r of the car and possible damaging effect through acting as a conductor of heat or cold.

The portion of the flange 20 on the inner side of the member 15 provides a web 31 which is outwardly and downwardly inclined, as viewed in Fig. 4, and which is disposed below the upper edge of the member 15 to form a pocket 32 for the reception of a wooden threshold strip 33 that is secured in position by bolts 34. Said strip is substantially rhomboidal in cross section in order to cooperate properly with the lower beveled edges of the doors and is disposed flush with the adjacent beveled edge of the floor 35 of the car. In Fig. 6 is shown a modification of the threshold structure in that the threshold 41 is formed integral with the door frame.

Depending from the inner edge of the web 31 is a lower attaching flange 36 which is secured in an appropriate manner to the under framing 37 of the car. Along the lower edge of the flange 36 is formed a second flange 43 which abuts on the portion of the car under framing denoted by the numeral 44 and assists the rivets passing through the flange 36 in holding the door frame rigid with the car framing. The lower edge of the member 15 is flanged as at 45 for stiffening and between the web 31, flange 43, member 15, and attaching flange 36, a plurality of strengthening ribs 46 may be inserted.

Also cast integral with the frame and disposed above the door opening across the width of the frame is a drain 38. Preferably, the usual keepers 39 and 40 for cooperation with the standard forms of door locks are also cast integral with the frame, the precise shape thereof being determined by the character of door lock employed in any given instance. In Figs. 1 and 5 are illustrated forms of keepers now in common use, so that this arrangement renders necessary only the separate attachment of the latch 47 for the left hand door, as shown dotted in Fig. 1.

From the above, it will be obvious that numerous advantages flow from the use of a frame of the character described. In the first place, my improved frame permits the employment of wooden door posts and lintel strip and the application to the latter of the standard forms of packing strips. The posts, lintel strip, doors and door lock may be fitted and secured to the frame before its incorporation into the main structure of the car, thus eliminating unnecessary and frequent handling of the doors which are relatively heavy.

When mounted in the car, the frame is substantially flush with the siding of the car so far as the legs 11, attaching flange 12 and member 15 are concerned, and forms a very effectual and rigid tie between the upper and under framing of the car. Moreover, a frame of this character not only maintains its original shape over a long period of service, but substantially immobilizes the car structure which borders the door opening and absolutely prevents the imposition-on the doors of all racking and unnecessary strains. Finally, all of the foregoing benefits are provided in a frame which is mounted bodily in the car structure, as contrasted with the arrangement which is now employed, and which, notwithstanding its metallic nature, does not affect the refrigerating temperature of the car.

As accessory advantages may be noted the provision of the integral hinge lugs which obviates the securing of the hinges to the car siding by means of bolts or screws with a consequent danger of the doors sagging when the fastening means become loose. The drain 38 serves to catch rain water and discharge it well to the outer edges of the doors, preventing any seepage over the upper edges of the latter, while the member 15 operates as a stop and. wear plate for trucks when backed up to the car for loading or unloading.

While I have shown one set of elements and combinations thereof for effectuating my improved door frame, it is to be understood that the same are intended for purpose of illustration only and in nowise to restrict my device to the exact forms and structure shown for many changes may be made therein without departing from the spirit of my invention.

I claim:

1. A side door frame for a railway car provided with an inner sheathing, comprising a marginal portion defining a door opening and a flange projecting inwardly from the upper cross member of said portion to define a pocket for receiving a lintel strip for the door, said flange terminating short of the sheathing and defining therewith a dead air space.

2. A side door frame for a railway car provided with an inner sheathing, comprising a marginal portion defining a door opening and a continuous, integral flange projecting inwardly from each vertical leg and the upper cross member of said portion to define a pocket for receiving the door post and lintel strip, respectively, said flange terminating short of the sheathing and defining therewith a dead air space.

3. A side door frame for a railway car provided with an inner sheathing, comprising a marginal portion defining a door opening and a continuous, integral flange projecting inwardly to form a threshold for said opening and a pocket with the vertical and upper cross members of said portion for the reception of door posts and a lintel strip, respectively, the vertical and upper portions of said flange terminating short of the sheating and defining therewith a dead air space.

4. A side door frame for a railway car provided with an inner sheathing, comprising a marginal portion defining a door opening and a flange projecting inwardly from each vertical leg of said portion for receiving a door post, said flange terminating short of the sheathing and defining therewith a dead air space.

5. A side door frame for a railway car provided with an inner sheathing, comprising a marginal plate portion seatable against the siding of the car to define a door opening, and flanges extending inwardly from the vertical legs of said frame for fitting against the vertical edges of the opening in the car siding, said flanges terminating short of the sheathing and defining therewith dead air spaces.

6. In combination with a railway car having an inner sheathing and a floor, of a side frame comprising a marginal portion defining a door opening and a continuous, integral flange projecting inwardly to form a threshold for said opening and pockets with the vertical and upper cross members of said portion for the reception of door posts and a lintel strip, respectively, the vertical and upper portions of said flange terminating short of the sheathing and defining therewith dead air spaces,

and a wooden threshold strip seated on the threshold portion of the frame and abutting against the adjacent edge of the floor to thereby space the threshold portion from the interior of the car.

MARK I-I. MARTIN. 

